Dampened railway car truck bolster



Dec. 30, 1969 R. E. MUNSON 3,486,465

DAMPENED RAILWAY CAR TRUCK BOLSTER Filed Aug. 22, 1967 2 Sheets-Sheet 1 INVFATOR ram/e. MUN-$0 Dec. 30, 1969 R. E. MUNSON 3,486,465

DAMPENED RAILWAY CAR TRUCK BOLSTER I Filed Aug. 22. 1967 2 Sheets-Sheet z jzwvzz vz'on mruc. Mwvsow /4Z BY ,8 Y W MOE/75V United States Patent 3,486,465 DAMPENED RAILWAY CAR TRUCK BOLSTER Ralph E. Munson, Garfield Heights, Ohio, assignor to Midland-Ross Corporation, Cleveland, Ohio, a corporation of Ohio Filed Aug. 22, 1967, Ser. No. 662,471 Int. Cl. B61f /12; F1613 1/06 US. Cl. 105-197 Claims ABSTRACT OF THE DISCLOSURE A snubbed bolster railway car truck having a self-contained bolster-snubbing cartridge removably insertable into a hollow column of the side frame.

BACKGROUND OF THE INVENTION One of the most common instances of railway car truck equipment maintenance is the replacement of parts in the friction stabilizing system. To accomplish such maintenance for a truck having a constant friction stabilizing mechanism disposed in the column of the side frame, it is first necessary to elevate one end of the railway vehicle and remove the car truck from the vehicle. After truck separation, the snubbing system is placed in an inoperative position by pinning the friction shoes in a retracted position. The car axles are then detached from the side frames, after which the bolster is jacked up and the load support springs removed from their respective spring seats. After the side frames are disengaged from the bolster, a hydraulic jack is placed within the bolster-receiving opening between the retracted friction shoes. When sufficient hydraulic pressure is applied to the friction shoes, the retaining pins are removed. After reducing the hydraulic pressure, the jack, shoes and friction springs may be removed from the side frame. The reverse procedure is used to re-assemble the car truck. It is recognized that such procedure to replace either the friction shoe or stabilizing spring is costly as well as time consuming.

Therefore, the primary object of this invention is to provide a self-contained snubbing unit adapted for ready application to or removal from a railway car truck.

Another object of the invention is to provide a friction stabilizing mechanism which can be readily removed from the side frame of a railway car truck without detaching the truck from the railway vehicle.

A further object is to provide, in a railway car truck, a friction stabilizing mechanism which is removably secured to a side frame column for controlling the vertical and lateral movements of the bolster.

SUMMARY OF THE INVENTION In brief, the invention comprises a self-contained friction stabilizing unit for a railway car truck side frame. The side frame is of the truss type having tension and compression members and a pair of spaced vertical connecting members or columns which form therebetween a bolster-receiving opening. On the side of each vertical member, opposite the bolster-receiving opening, the tension, compression and column members of the side frame define a window opening. In achieving the objects of the invention, each vertical member comprises a pair of spaced side walls to define a longitudinal opening therein in communication with the adjacent window and bolsterreceiving opening for receiving the self-contained friction unit. The self-contained friction unit is insertable through either the bolster-receiving opening or the window into the longitudinal opening of the vertical member and removably secured therein. The unit acts against a side of a bolster to damp the vertical and lateral movements of the bolster.

DESCRIPTION OF THE DRAWINGS In the drawings, with respect to which the invention is described below:

FIG. 1 is a side elevation of a railway car truck in accordance with the invention;

FIG. 2 is an enlarged fragmentary side elevation, in section, of the side frame, bolster and snubbing system of the car truck illustrated in FIG. 1;

FIG. 3 is a fragmentary plan view taken along line 3-3 of FIG. 2;

FIG. 4 is an enlarged fragmentary side elevation of the side frame and snubbing system of the car truck illustrated in FIG. 1;

FIG. 5 is a fragmentary side elevation similar to FIG. 4 illustrating the friction shoe in its inoperative pinned position;

FIG. 6 is a vertical sectional view taken along line 66 of FIG. 5;

FIG. 7 is a fragmentary side elevation, in section, in accordance with another embodiment of the invention;

FIG. 8 is a side elevation view similar to FIG. 7, illustrating the friction shoe in its upper retracted position; and

FIG. 9 is a fragmentary plan view, partly in section, taken along line 99 of FIG. 7.

DESCRIPTION OF THE EMBODIMENTS Referring now in detail to the various figures of the drawings wherein like reference numerals refer to like parts, a side elevation of a railway car truck 10 is shown illustrating one of two side frames 11. Frame 11 comprises tension and compression members 12 and 13, respectively, which merge at their ends to provide a pedestal jaw 14 for receiving a journal portion of a wheel and axle assembly 15. A pair of vertical columns 1616, spaced a predetermined distance apart, join members 12 and 13 to define a bolster-receiving opening 17 therebetween having a widened upper portion 18. Opening 17 receives one end of a bolster 19 which is arranged for vertical movement therein with its longitudinal axis transverse to the length of the frame. Occupying the lower area of the bolster-receiving opening 17 and resting on a central portion 20 of the tension member is a group of springs 21 which support the bolster.

As shown in FIGS. 1 and 2, each column 16 in combination with the converging portions of members 12 and 13 forms a window 25 therebetween. Each window 25 is adjacent the column on the side opposite the bolster-receiving opening 17. Each column 16 comprises an inboard side wall 27 and an outboard side wall 28 to define a longitudinal opening 29 therebetween in communication with the adjacent window 25 and bolster-receiving opening 17. Side walls 27 and 28 are joined at their lower extremity by a transverse wall 30 that structurally reinforces the column. Each side wall 27 and 28, adjacent to the bolster-receiving opening 17, is provided with a wear pad 31 that projects laterally outwardly therefrom. Each pad 31 in combination with the vertical edge of each associated side wall 27 and 28 provides a vertical surface 32 facing the bolster 19. Surfaces 3232 are adapted to engage in guiding relationship the opposing side surfaces on the bolster during bolster movement.

The bolster end 19 which extends into the bolster-receiving opening in each side frame is of generally boxshape construction comprising a top wall 34, bottom wall 35 and side walls 36-36. Reinforcing web 37 disposed centrally of the side walls 36 interconnects the top and bottom walls. A bolster extension 40 depends from the bottom Wall 35, forming a continuation of each side Wall 36, to provide greater area contact between the bolster 19 and snubbing system as hereinafter described.

Bolster 19 is tied to the side frame by means of a pair of spaced vertical gibs 4141 which project outwardly from each side wall 36 into overlapping relation with each column 16. Each gib 41 has an inwardly facing surface 42 that is adapted to engage an opposing surface 43 provided on each pad 31 to limit lengthwise movement of the bolster relative to the side frame. On each side of the bolster, between each pair of gibs 41-41, side wall 36 is adapted to receive a wear plate 45. The plate is securely attached, as by welding, to the side wall 36 and provides a front vertical wear surface 47 for the snubbing system described below.

To damp the vertical and lateral movements of the bolster 19 and springs 21, each side frame 11 is provided. with a pair of constant friction stabilizing units. In the embodiment shown in FIGS. 1 through 6, each stabilizing unit is a self-contained snubbing cartridge 51 that is confined within the longitudinal opening 29 of each column 16. The snubbing cartridge is best defined as a casing 52 which houses a friction mechanism comprising a friction shoe 53 and a compression spring 54.

Casing 52 is an elongated member comprising a pair of laterally spaced side walls 55-55 which are joined by a sloping transverse wall having a lower wall section 56 and an upper wall section 57 which is more steeply sloped than the lower section. At the lower end of the casing, walls 55-55 and 56 define a housing portion 58 of U- shaped cross-section; while at the upper end of the casing the side walls 55 are more closely spaced apart to form in conjunction with a curved wall portion 57a of section 57, a neck portion 59. An end wall 60 joins the upper ends of walls 55 and 57a. Portions 58 and 59 of the casing form a cartridge pocket 62 for accommodating the friction mechanism.

The friction mechanism is shown in FIGS. 1 and 2 in its normal position within the cartridge pocket 62. The shoe 53 is urged by the spring 54 into engagement with the bolster and transverse wall section 56. Shoe 53 is characterized by a front bolster-engaging wall 65, a rear wall 66, side walls 67-67 and a transverse wall 68 having an upwardly facing spring seat 69. Front and rear walls 65 and 66 provide converging surfaces 70 and 71, respectively, which engage a sloping surface 72 on wall section 56 and vertical surface 47 on wear plate 45. To insure full frictional contact between wall 65 of the shoe and the wear plate during side frame equilization over rough track, surface 71 is crowned slightly in the lengthwise direction of the shoe to permit a rocking engagement between the shoe and wall section 56.

Spring 54 in its assembled operative position is under a predetermined amount of initial compression within pocket 62 and bears at one end against a seat 73 formed on the inner side of end wall 60. A boss 74 disposed centrally of seat 73 positions the upper end of the spring on the seat. The lower end of the spring is received in a recess 75 formed in shoe 53 by the inner periphery of walls 65, 66 and 67 and bears against spring seat 69. Side walls 55-55 of the casing retain the shoe against lateral displacement relative to the side frame. Thus the spring is securely retained within pocket 62 with its longitudinal axis A-A defining its line of force, as seen in FIG. 2.

As best viewed in FIG. 2, the snubbing cartridge 51 is positioned in longitudinal opening 29 with its upper end portion 59 extending into compression member 13, and with end wall 60 spaced from top web 13a of member 13. The lower end of the cartridge has its sloping wall 56 disposed in bearing relation against transverse wall portion 30a which serves as a cartridge seat. It will be noted that the edges of the casing side walls 55-55 engage an abutment 77 formed on a reinforcing web 78 of compres sion member 13. Abutment 77 serves as a stop to correctly orient the cartridge angularly within the opening relative to the vertical surface 47 of wear plate 45. The cartridge is held against downward movement by means of a shoulder 79 provided on wall portion 30a for engagement with the lower edge of wall 56.

The cartridge is anchored in opening 29 by a bearing element or block 81 which is interposed between the upper end of cartridge and web 13a of the compression member. Block 81 is wedge shaped, having a pair of converging faces 82 and 83 for complementary engagement with the inner side of web 13a and end wall 60 of the casing. The block also has a curved abutment 84 for engagement with the rearward portion of neck 59 of the casing to limit any movement of the cartridge rearwardly toward the window opening 25. The block is removably secured to the compression member by connecting means 86, such as the nut and bolt assembly illustrated. The bolt is passed through an aperture 87 in top web 13a and an elongated slot 88 in the block, the construction permitting adjustment of the block with respect to the compression member so as to locate the block in the desired position, as will be readily understood.

It will be observed that the force of pre-compressed spring 54 acting along line A-A in the assembled position of the cartridge within opening 29, serves to maintain shoe 53 in tight engagement with wear plate 45 and wall 56 of the casing. Also, the component of force exerted by the shoe normal to wall 56 urges the latter in contact with wall 30a of the side frame.

For purposes of assembly and disassembly of the snubbing cartridge 51, side walls 55-55 of the casing and side walls 67-67 of the friction shoe are provided with retaining pin holes 96, 97 and pry bar openings 98, 99. Holes 96 and 97 are so arranged that when the shoe is urged against the pressure of spring 54 upwardly into the cartridge pocket 62 and against rear wall 56, a short retaining pin 100 may be inserted into holes 96 and 97 to retain the shoe in the position shown in FIGS. 5 and 6.

Referring to FIGS. 4 and 6', a retaining pin hole 102 and a pry bar opening 103 are provided in each column side wall 27 and 28. Holes 102 and openings 103 are in registry with the casing holes 96 and openings 98, respectively, and are so disposed with relation to the friction shoe that by means of a pry bar inserted in the usual manner into opening 99 of the shoe, the shoe may be raised to permit the short retaining pins 100 to be inserted through holes 102 into holes 96 and 97. With the shoe pinned in a retracted position, out of engagement with the bolster, the snubbing cartridge is in condition for removal from the side frame through window opening 25. Upon detachment of block 81 from the compression member 13, the cartridge may be freely manipulated into opening 25 t0 the position illustrated in dot-dash in FIG. 2 after which it may be removed from the frame in the transverse direction. If for any reason it is necessary to remove the bolster only, the standard 7 inch long retaining pin used in railway service for the car trucks incorporating a friction shoe similar to the shoe illustrated in FIG. 2, may be inserted into the holes 102, 96 and 97 in the usual manner to pin the shoe in a retracted position. Thereafter the bol ster may be raised vertically until the bolster gibs 41-41 are in line with the widened portion 18 of bolster opening 17, after which the side frame may be withdrawn from the end of the bolster. If it is necessary to replace the snubbing cartridge while the side frame is separated from the bolster, a pin bar is used to raise the shoe further into the cartridge pocket 62 to permit removal of the standard retaining pin and insertion of the short retaining pins 100; after which the self-contained snubbing cartridge may be withdrawn as a complete unit from the side frame through either the window 25 or the bolster-receiving opening 17.

To assemble the snubbing cartridge in opening 29 with the bolster end resting on the bolster springs 21 within opening 17, the cartridge is inserted transversely into window opening 25 as shown in dot-dash in FIG. 2. By fulcruming the cartridge counterclockwise about the end 106 of transverse wall of tension member 12, the cartridge tip 107 may be raised into opening 29. Thereafter the cartridge is shifted toward bolster opening 17, and

pivoted clockwise about the end 108 of seat 30a into the position substantially as shown.

To place the shoe in operative position after the cartridge is installed in the side frame, a pry bar is inserted into the appropriate openings in the column, casing and shoe to raise the shoe further into the cartridge pocket 62 to relieve the spring force against short pins 100; after which the pins are pushed, by any suitable tool, completely into the hole 97. Thus the pins are permitted to drop into the lower portion of hole 97 as shown in dotdash in FIG. 6. Whenever the cartridge is disassembled, the short pins may be easily removed from the shoe.

FIGS. 7, 8 and 9 illustrate a modification of the invention wherein a self-contained snubbing cartridge 109 is shown applied to a truck construction in which the friction shoe 111 provides the interlock between the side frame 112 and bolster 113. The side frame has the usual tension member 114, compression member 115 and a pair of columns 116. Each column has transversely spaced vertical side walls 117 and 118 to define a longitudinal opening 120 in the column. A transverse wall 121 structurally reinforces the column at its lower extremity. Vertically elongated flanges 123 extend laterally outwardly from the side walls to provide a pair of guide surfaces 124 for bolster 113.

Bolster 113 is of the type having a pair of transversely spaced, vertically extending friction shoe interlocking guide lugs 126-426 on each side wall 127 instead of the usual bolster gibs 4141 of the previous embodiment. Each lug 126 is provided with a guide face 128 in spaced opposed relation with surface 124 of flange 123 and which is adapted to engage therewith to restrict movement of the bolster longitudinally of the side frame. Each pair of lugs 126-126 defines a vertical recess 129 which receives that portion of the associated friction shoe 11 which is urged by spring 130 into engagement with wear plate 131 disposed within the recess. Thus lugs 126126 overlap a portion of the sides of shoe 111 to interlock the bolster and side frames against separation in a direction transversely of the truck.

A transversely extending detent means or bridging element 135 joins side walls 117, 118 and compression member 115. Bridging element 135 provides a downwardly facing surface 136 that is adapted to engage an upwardly facing surface 137 on front wall 138 of shoe 111. Such engagement provides the upper extremity of'a range of movement of the shoe, which range extends 'between the normal Working position of the shoe against the bolster, as shown in FIG. 7, and the upper position of the shoe as illustrated in FIG. 8.

The assembly and disassembly of cartridge 109 with the side frame and bolster is similar to that set forth in connection with the preferred embodiment. However, it is to be noted that shoe 111 has less freedom of movement in the general longitudinal direction of the side frame than is permitted in the preferred embodiment. That is, in the fully retracted position of shoe 111, a portion of the wedge comprising wedge tip 141 and front wall 138 remains within the bolster-receiving opening 132 of the frame defined by the opposed peripheral surfaces of columns 116116. Thus, each wedge tip 141 overhangs a lower portion of column 116 to define in combination therewith a bolster-entry portion 142 of bolster opening 132 for receiving the end portion of the bolster during assembly of the car truck.

With this construction the bolster end isinitially placed on the spring seat of the side frame. Upon positioning of the bolster end so that recess 129 is in registry with shoe 111, as in FIG. 9, the bolster is raised upwardly to allow application of the bolster support springs to the spring seat of the frame. In this position the bolster lugs 126 flank the shoe 111 thereby restricting the lateral movement of the bolster 113 relative to the side frame 112 thus interlocking the members against separation. For a more detailed description of the bolster-friction shoe-side frame interlock construction, reference is made to US. Letters Patent No. 3,320,904 dated May 23, 1967.

To supplement the element in preventing accidental withdrawal of the shoe from the bolster-receiving opening 132, the upper sections of side walls 144 of the casing converge as at 145 to provide a pair of downwardly facing areas 146 which overhang and are engageable with upwardly facing surfaces 147 on the side walls 148 of the friction shoe. Sush structure also prevents the tilting of the shoe in its lengthwise direction within the cartridge pocket 150.

As in the preferred embodiment, to install cartridge 109 in opening 120 while the bolster 113 is resting on the bolster springs, the cartridge is inserted into window opening 152 as shown in dot-dash in FIG. 7 by tilting the cartridge sideways and positioning its reduced neck shaped portion 153 up into the hollow portion 154 of the side frame. By pivoting the cartridge counterclockwise about the end 156 of wall 155, and urging the cartridge further into the hollow portion 154, the tip 141 of the cartridge is raised above end 157 of cartridge seat 158; after which the cartridge is shifted into opening 120 in the column. The same procedure is used thereafter to position and secure the cartridge in opening 120 as in the preferred embodiment.

The invention as above described permits a workman in-the railroad yard to replace a defective friction mechanism by first retracting the friction shoe by the standard method and inserting the short retaining pins into the appropriate pin holes. Then, after detachment of the retaining block 81 or 181, the self-contained snubbing cartridge 41 or 109 may be removed from the side frame through the Window opening. Thus the railway vehicle need not be serviced in a repair shop for replacement of the friction shoe or friction spring.

The terms and expressions which have been employed are used as terms of description and not of limitation and there is no intention of excluding such equivalents of the invention described or portions thereof as fall within the claims.

What is claimed is:

1. In a railway car truck:

(A) a side frame having compression and tension members and a pair of spaced vertical columns forming therebetween a bolster-receiving opening and a window adjacent each column on the side opposite said bolster-receiving opening, each column having a pair of transversely spaced side walls defining an opening therebetween in communication with the adjacent window and bolster-receiving opening;

(B) a bolster extending into said bolster opening;

(C) resilient means within said bolster opening for supporting said bolster relative to said frame;

(D) a self-contained bolster snubbing cartridge insertable as a unit through said window into each column opening into a fixed predetermined position relative to said bolster, said cartridge comprising an elongated casing forming a pocket opening toward said bolster for housing a friction mechanism for damping the vertical and lateral movements of said bolster; and

( E) means detachably secured to one of said members for removably securing the cartridge within said column opening.

2. The railway car truck of claim 1 wherein:

(A) said friction mechanism comprises:

(1) a friction shoe substantially disposed within said cartridge pocket; and

(2) biasing means for urging said shoe into frictional engagement with said bolster.

3. The railway car truck of claim 2 wherein:

(A) said bolster has a vertical surface facing said column, said vertical surface on said bolster being horizontally recessed to dispose a portion of said shoe within said bolster opening, said bolster having a pair of guide lugs fianking said portion of the shoe thereby enabling said shoe to interlock said frame and bolster and limit relative displacement of the bolster transversely of said frame; and

(B) detent means on said column projecting into said bolster opening to limit the movement of said shoe away from said vertical surface a predetermined amount and for maintaining said interlocking relationship.

4. The railway car truck of claim 1 wherein: (A) said bolster has a vertical surface facing said column and said casing has a sloping transverse surface facing said bolster;

(B) a friction mechanism comprising:

( 1) a friction shoe disposed within said pocket,

said shoe having converging surfaces for engaging said bolster and casing surfaces; and

(2) a spring reacting between an end wall of said casing and said shoe for urging the shoe into engagement with said bolster and casing surfaces; and

(C) stop means disposed inwardly within said cartridge housing said friction mechanism, said stop means having a downwardly facing area adapted to engage the friction shoe to establish the upper limit of a range of movement of the shoe away from said vertical surface and prevent the tilting of the shoe within the cartridge pocket.

5. The railway car truck of claim 1 wherein:

(A) said casing has a U-shaped portion comprising a pair of spaced side members and a sloping transverse member;

(B) a friction mechanism disposed in said pocket and comprising a friction shoe having a wedging surface engaging said sloping transverse member and a spring compressed between the shoe and an end wall of said casing; and

(C) said side walls, side members, and shoe having apertures therein for receiving an implement to move said shoe out of friction-developing position.

6. The railway car truck of claim 1 wherein:

(A) said securing means comprises a retaining block for anchoring said cartridge Within said column opening.

7. The railway car truck of claim 1 in which abutment means is provided on said one member in horizontal spaced relation to said securing means to engage and position said cartridge angularly within said column opening.

8. The railway car truck of claim 1 wherein:

(A) each column has at one end a transverse wall joining said side walls and one of said members to define one end of said column opening, a cartridge seat disposed on said transverse wall within said column opening for receiving in bearing relation a portion of said cartridge; and

insertable as a unit into the column of a railway car truck side frame for controlling the vertical and lateral movements of an associated bolster and comprising:

(A) an elongated casing having a pair of spaced side walls tapering toward one end of the casing, a transverse wall connecting the side walls, and an end wall joining said side and transverse walls at its other end to form a pocket therebetween;

(B) a friction shoe disposed within said pocket having a surface engaging said transverse wall;

(C) a spring bearing at one end against said end wall and at its other end against said shoe for urging the shoe into frictional engagement with said transverse wall and with the side of an associated bolster when the cartridge is mounted in the column of a side frame;

(D) said side walls and shoe having apertures therein for receiving an implement to retract said shoe towards said end wall, and said side walls and shoe having other apertures therein for receiving pin means to maintain said shoe in a retracted position within said pocket; and

(E) said side walls having abutment portions spaced from said end wall and overlying portions of said shoe for engagement with said shoe to establish the upper limit of a range of movement of the shoe within the pocket and prevent the tilting of the shoe within the cartridge when the shoe is in a retracted position.

References Cited UNITED STATES PATENTS 3/ 1943 Cottrell. 7/ 1943 Oelkers. 7/ 1944 Davidson. 6/ 1947 Tucker. 1/ 1956 Couch.

Couch. Weber.

U.S. Cl. X.R. 

